2017 Subaru WRX STI Spec.R new car review

The launch of the new Subaru Impreza in late 2016 should have got fans of fast and affordable machines around the country excited.

History has shown that what quickly follows a new Impreza is a new WRX and its bigger, more powerful brother - the WRX STI. Only that hasn’t happened.

We’re now closing in on 2018 and the next-generation WRX and STI are still more than 12 months away. That delay is part of Subaru’s attempts to create more difference between the humble Impreza and the red-hot Rex.

So instead of an all-new model we’ve been given an updated range for 2017, featuring a range of cosmetic and mechanical tweaks to try and keep the STI competitive in the face of the Ford Focus RS, updated Volkswagen Golf R and the new Honda Civic Type R.

What do you get?

Subaru is now offering a three-tier line-up for the STI; the standard car for $50,890, the STI Premium for $55,640 and the car we’ve driven, the STI Spec.R which is priced from $57,690.

Changes for 2017 include a new look front bumper and grille and 19-inch alloy wheels, the largest fitted to the STI yet. Another new additions are yellow-painted Brembo brakes and revised suspension; which we’ll go into detail later.

Other standard features on the STI range include cruise control, dual-zone air-conditioning, Bluetooth, navigation and an eight-speaker Harman/Kardon sound system. Stepping up to the Premium adds a sunroof and leather trim.

The only unique element of the Spec.R we’re testing here are the Recaro sports seats for the front occupants.

Standard safety gear for the STI includes full airbag protection for all occupants and a reversing camera but you need to step up to the Premium or Spec.R to get blind spot monitoring, lane change assist, rear cross traffic alert and cameras mounted on the passenger side to aid with parking.

Like all new Subarus, the STI is covered by the company’s capped price servicing plan. However, with visits required every six months, instead of 12 months like most rivals, and the cheapest service more than $300 the costs do add up. Over the first three years/75,000km you’ll be paying $2295 to keep your STI maintained.

What’s inside?

The interior portrays the STI’s roots as a mainstream small car, with some cheap plastics and a simplistic design that doesn’t live up to its almost $60k asking price. There are, however, enough sporty upgrades to make it feel a bit more special, namely the supportive Recaro chairs, leather-wrapped steering wheel and the red stitching for the rest of the trim.

There’s a new 5.9-inch infotainment screen, that replaces a 4-inch unit in the 2016-model, which looks a cut above the rest of the cabin.

There’s a good amount of storage space in the cabin, thanks to two large cupholders, a small shelf and sizeable door pockets.

Space for passengers isn’t quite so generous. The front occupants are fine, although the Recaros are quite firm, but the rear seats lack both knee and toe room. Not only is it a tight squeeze in the back there isn’t much in the way of comforts for the passengers - no air-con vents, no seat back pockets and only small poor pockets.

Under the bonnet

Subaru hasn’t touched the engine for this update, but the 2.5-litre four-cylinder turbocharged petrol unit still produces a healthy 221kW of power and 407Nm of torque.

That’s enough grunt to keep it ahead of the updated VW Golf R and effectively level-pegging with the Honda Civic Type R, but the Ford Focus RS has it beat comfortably in both power and torque.

From behind the wheel it feels more than strong enough though. There’s plenty of pulling power from low down in the rev range and when the engine hits its sweet spot between 4000-6000rpm it has a real surge of performance.

Like its Ford and Honda rivals the Subaru is only available with a manual transmission, a six-speeder. It’s a solid gearbox with a heavy action but a short throw, and while it feels well suited to the character of the car and the engine the lack of a two-pedal option will no doubt be a turn-off for more casual drivers.

Even if you’re willing to accept the manual you’ll need to also be accepting of regular service station visits. The STI uses a claimed 11.2-litres per 100km on the combined cycle, which is well behind its competition but during our time in the car we managed to achieve very close to that claimed figure.

On the road

For the 2017 model Subaru has made some tweaks to the suspension, adjusting the settings of the dampers and springs both front and rear as well as introducing a new rear stabilizer bar.

The company claims these changes have made the STI more comfortable on the road without reducing its dynamic edge. Certainly during our test drive the STI feels more compliant that previous models, but it’s still very much one of the harder riding cars of its kind with a tendency to crash over bumps rather than soak them up.

Throw the STI at some corners though and it feels in its element. The steering is nicely weighted and responsive, allowing you to place the car with precision. The Yokohama Advan tyres provide good grip when cornering hard and the all-wheel drive traction helps you rocket out of the bends.

The stopping power of the six-piston Brembo front brakes is good too, providing reassuring bite when you need them.

The catch is, while the STI feels alive at its limits it also feels rough and unsophisticated at low speeds. Cruising along in traffic or negotiating the suburbs is not its forte and it shows with a racous soundtrack from the boxer engine, a heavy clutch pedal and the stiff gearchange.

Verdict

The updates for 2017 haven’t made a fundamental impact on what the WRX STI is - a hard-core pocket rocket with its roots in rallying.

The engine packs plenty of punch and is married to a well-honed chassis that is tuned for performance. In terms of sheer driving thrills the STI is hard to beat.

But its cheap interior and harsh manners at lower speeds, when combined with the Spec.R’s $57k asking price, raises questions about its everyday liveability and value, and ultimately knocks a bit of the shine off.